Automatic lubricating apparatus



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Patented Nov. 16,1880.

y G WBAKER Automatic Lubricating Apparatus.

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G. W. BAKER. Automatic Lubricating Apparatus.

Patented Nov. 16, v1880.

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(No Model.) A 5 Sheets-Sheet 3.

G. W. BAKER. Automatic Lubricating Apparatus. No. 234,383. Patented Nov. 16,1880.

(No Model.) 5 Sheets-Sheet 4.

Gf. W. BAKER. y Automatic Lubricating Apparatus. No. 234,383. Patented Nov. 16,1880.

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N. PETERS. PHOTO-LHHDGRAPMER. WASHINGTON D C (No Model.) 5 Sheets-Sheet 5.

A G, W. BAKER. Automatic Lubricating Apparatus. No. 234,383. Patented Nov.`16, 1880.

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N' PETERS. PHOTO-LITHQGHAPMER. wAsHxNaToM D c IINTTEE STATES ATENT Trice@ GEORGE W. BAKER, OF CHICAGO, ILLINOIS.

AUTOMATIC LUBRICATING APPARTUS.

SPECIFICATION forming part of Letters Patent No. 234,383, dated November 16, 1880.

Application filed June l5, 1880.

To all whom t may concern:

Be it known that I, GEORGE W. BAKER, of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in an Automatic Lubricating Apparatus 5 and I do hereby declare the following to be afull, clear, and exact description of the invention, that will enable others skilled in the art to which it appertains to construct and make use of the same, reference being had to the accompanying drawings, and to letters and figures of reference marked thereon, forming a part of this specification.

This invention relates to that class of lubricators that are especially intended to lubricate the interior working parts oi' the valve-chambers and cylinders of steam-engines, and is adapted to be automatically operated, and to lubricate these parts by the action or iniiuence of the vacuum formed in the valve-chamber and cylinder when not working steam or by hydrostatic pressure produced in connection withthis apparatus, and is so constructed and arranged as to secure a reliable and economical feed of oil.

Figure l is a side elevation of my improved lubricating apparatus, showing the form of construction and manner of attaching the device to the steam-pipe of a stationary engine. Fig. 2 is a front elevation of the same, showing the condensing-chamber broken away and placed at the left; Fig. 3, a longitudinal central section in the plane x fr, Fig. l, the condensing chamber being broken away and placed at the left. Fig. 3g is a longitudinal central section of a disconnected detail. Fig. 4 is a longitudinal central section in the plane y y, Fig. 3, showing the condensing-chamber broken away and placed at the right. Fig. 5 is a side elevation of part of a locomotiveboiler, showing the lubricating apparatus attached to the head thereof; and Fig. 6, an end view of the same. Fig. 7 shows the lubricating apparatus attached to the head of a locomotive-boiler, the steam-pipe leading to the condensing-chamber and the oil-conducting pipe being both connected to the dry-pipe in the inside of the boiler; and Fig. 8, a view of the same, showing the oil-conducting pipe leading directly to the valve-chamber of the engine instead of into the dry-pipe.

(No model.)

Having thus shown by the several gures in the drawings the different ways of arranging and attaching the lubricatingdevice, I will now proceed to describe the general construction and operation of the same more in detail.

Referring to the drawings, A represents the oil reservoir or receptacle, which is ordinarily composed of glass, but may be composed of any material suitable for the purpose. This reservoir is cylindrical in form, the two ends thereof being closed by means of the ianged metal disks a, which are securely clamped to the ends of the reservoirA by the bolts or rods a', a packing-gasket of any suitable elastic material being interposed between the ends ofthe oil-reservoir and the clamped disks for the purpose of preventing leakage and forming substantially an air-tight receptacle.

A transparent oil-reservoir is preferred, as the quantity of oil contained therein is readily observed, and by providing the same with graduated lines or proper indicating-characters the exact amount of oil being fed is known at all times, and the dow can be regulated accordingly.

As shown in Fig. l ofthe drawings, the apparatus is designed for use in connection with a stationary engine, and is attached vto the steam-pipe of the same. The condensingchamber B is placed at a much higher altitude than the oil-reservoir, so as to insure at all times an excessive pressure in the oil-reservoir, and force a continuous iiow of oil into the steam-pipe. The pipe C connects the condensing-chamber with the oil-reservoir, and the water from the condensing-chamber B passes down, and is discharged into the bottom of the oil-reservoir through the vertical pipe D, (shown in Fig. 3 of the drawings,) this pipe D having connection with and forming a continuous passage from the conden sing-chamber to the inside lower end of the oil-receptacle.

The vertical tube 9, located on the inside bottom of the oil-reservoir A, and extending upward therefrom to a short distance above the end of the pipe D, as shown in Fig. 3 of the drawings, is for the purpose of forming a trap at this point, thereby preventing the water from being drawn below the level of this tube, and keepingl the oil out of the passage or pipe IOO D, communicating with the condensing-chamber. This vertical tube incloses the lower open end of the pipe D, butit is ofa larger area, therefore does not in the least obstruct the free passage from the condensing-chamber to the oil-reservoir.

Vhen this device is employed in connection with a stationary engine steam is admitted to the condensing-chamher by opening the globevalve 10, which has a proper connection with the steam-pipe, and the iow ofthe water from the condensing-chamber into the oil-reservoir is regulated by the globe-valve 11, and the passage of oil from the reservoir into the steampipe is regulated by means of the globe-valve 12. The ball-valve 13, placed in the oil-passage above the reservoir, closes the communi- Vcation at this point, between the reservoir and the glass indicating-tube 14., as shown in Figs. 3 and tofthe drawings. Arranged above the ball-valve 13, and operating in connection therewith, is the spiral spring 15, which prevents the ball-valve from entirely closing the )assare when back-seating in the cage 16 inl o :n n v closing` the same and allowing the oil to pass upward. rlhe nozzle 17 and the cage 16, in which the ball-valve back-seats are formed, are shown in longitudinal central section in Fig'. 3gof the drawings. The tapering end of the nozzle 17 extends into the lower end ofthe glass indicating-tube 14, as shown in Fig. 3 of the drawings.

When it is desirable to put this lubricating apparatus into practical operation, the globevalve 10 should be opened and the steam allowed to enter and condense in the condensing-chamber B. The valve 11 should next be opened and the water from the condensingchamber allowed to enter and till the oil-reservoir, and also pass up into land fill the glass indicating-tube 14. lt is intended in this connection that this glass indicating-tube shall at all times be kept full of water, the oil passing up through the same. When the oil-reservoir is lled with water the communication between the reservoir and the condensingchamber should be closed, and the waste-valve 1S, located in the under side of the reservoir, should be opened and the water discharged, the ball-valve trapping the water in the glass tube. The screw-cap 19, closing the opening leading to the interior of the oil-reservoir, should now be removed and the reservoir filled with oil and the screw-cap replaced, tightly closing the opening. The valve closing the passage leading from the condenser should be slowly opened and the full pressure admitted from the condenser to the reservoir, and as the water is forced into the reservoirit eXpels the oil out and upward through the water in the glass indicator, the oil leaving the tapering end of the nozzle in the form of drops, the flow of oil passing into the steampipe and mingling with the steam, being regulated by the valve 12, the ball-valve device preventing a back-pressure from entering and fracturing the oil-reservoir.

When using this lubricating device in connection with a stationary engine the hydrostatic pressure alone is depended upon and supplies a continuous feed.

When it is designed to attach and make use of this lubricating apparatus on locomotiveengines, the same general construction is observed as that already described in connection with a stationary engine.

As shown in Figs. 5 and 6 of the drawings, which represent the device attached to the head of a locomotive-boiler, the pipe 20 connects the condensing-chamber attached to the lubricating apparatus with the dry-pipe leading to the engine, and the oil-conducting pipe 21 leads into and mingles the oil with the steam in the steam-dome attached to the boiler before the same passes to the engine. By this arrangement the apparatus will only feed oil when the throttle-valve is open and the engine is working steam. When the throttlevalve of the engine is closed, that, of course, shuts the steam out of the condensing-chamber at the same time.

Fig. 7 shows the lubricating apparatus attached in the same manner as shown in Figs. 5 and 6, excepting that the oil-conducting pipe leads into the dry-pipe of the engine ata point below where steam is taken to form the pressure in the condensing-chamber. This connection causes the lubricator to become a continuous feeder by the force ofthe hydrostatic pressure when the engine is working steam, and by the suction of the vacuum when the engine is running dry.

Fig. 8 shows the oil-conducting pipe so arranged as to lead directly to the valve-chamber ofthe engine, which also gives a continuous feed. l prefer this connection for the oilconducting pipe, as it enables me to keep the oil comparatively cool until it reaches the valve-chamber ot' the engine, whereas when the oil is fed into the dry-pipe, it is subjected to the heat surrounding the same.

Having thus described my invention, what I claim, and desire to secure by Letters Patent, is-

1. In an automatic lubricating apparatus, the combination, with a substantially air-tight oil-reservoir, of the vertical pipe D having a continuous connection with the condenser B, the tube 9, the ball-valve 13, the spiral spring 15, the cage 16 having the tapering nozzle 17 formed integral therewith, and the transparent indicating-tube 14, all arranged and operating as set forth.

2. An automatic lubricating apparatus, consisting, essentially, of a transparent oil-reservoir substantially air-tight, and having arranged in connection therewith a condensingchamber adapted to take steam from the drypipe inside of the boiler, whereby the apparatus will stop feeding oil when the steam is IOO IOS

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shut out of the dry-pipe, and the oil-conducting pipe leading into the steam-dome mingles the oil with steam on the interior thereof, thereby lubricating the steam only when the throttle-valve of the engine is open and the same is working under a steam-pressure, substantially as herein shown and described.

3. A lubricating apparatus having a condensing-chamber attached thereto, which has a proper connection with and takes steam from the dry-pipe, and the oil-conducting pipe leading directly to the valve-chamber of the engine, thereby adapting the apparatus to feed oil only by hydrostatic pressure when the engine is Workin g steain, when arranged substantially as herein shown and described.

4.-. In a lubricating apparatus substantially of the character hereinbefore described, the

lubricating apparatus, all constructed and ar- 3o ran ged as set forth, and for the purposes speci- GEORGE W. BAKER. Witnesses:

W. A. SCHONFELD, H. M. TOWNE. 

